EP2584168A2 - Système thermique intégré pour un moteur à turbine à gaz - Google Patents

Système thermique intégré pour un moteur à turbine à gaz Download PDF

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Publication number
EP2584168A2
EP2584168A2 EP12188711.1A EP12188711A EP2584168A2 EP 2584168 A2 EP2584168 A2 EP 2584168A2 EP 12188711 A EP12188711 A EP 12188711A EP 2584168 A2 EP2584168 A2 EP 2584168A2
Authority
EP
European Patent Office
Prior art keywords
air
pump
precooler
oil cooler
gas turbine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP12188711.1A
Other languages
German (de)
English (en)
Other versions
EP2584168A3 (fr
EP2584168B1 (fr
Inventor
Gabriel L. Suciu
Allan R. Penda
Brian D. Merry
Christopher M. Dye
Nathan Snape
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
RTX Corp
Original Assignee
United Technologies Corp
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Filing date
Publication date
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Publication of EP2584168A3 publication Critical patent/EP2584168A3/fr
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Publication of EP2584168B1 publication Critical patent/EP2584168B1/fr
Active legal-status Critical Current
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/12—Cooling of plants
    • F02C7/16—Cooling of plants characterised by cooling medium
    • F02C7/18—Cooling of plants characterised by cooling medium the medium being gaseous, e.g. air
    • F02C7/185—Cooling means for reducing the temperature of the cooling air or gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/08—Heating air supply before combustion, e.g. by exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/12—Cooling of plants
    • F02C7/14—Cooling of plants of fluids in the plant, e.g. lubricant or fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/12—Cooling of plants
    • F02C7/16—Cooling of plants characterised by cooling medium
    • F02C7/18—Cooling of plants characterised by cooling medium the medium being gaseous, e.g. air
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the present disclosure relates to a gas turbine engine, and more particularly to an integrated thermal system therefor.
  • Gas turbine engines may include systems to manage engine temperature as part of a thermal management system (TMS) as well as supply cabin air through an environmental control system (ECS).
  • TMS thermal management system
  • ECS environmental control system
  • the TMS system often uses heat exchangers to reject internal engine heat.
  • Advanced engine architectures may have relatively low fan pressure ratios.
  • the relatively lower fan pressure ratios result in heat exchangers that are of a significant volume.
  • the EMS system often uses bleed air from a high pressure compressor section that is routed through a series of pipes and valves to a precooler typically located at an engine/aircraft interface such as a nacelle "thumbnail.”
  • the precooler cools the air prior to entry into the aircraft wing.
  • the air from the precooler is then communicated through an aircraft air cycle machine (ACM) for use in the aircraft cabin as ECS air.
  • ACM aircraft air cycle machine
  • Use of bleed air in this manner may affect engine performance efficiency.
  • a integrated thermal system for a gas turbine engine includes an Air-Air PreCooler immediately downstream and adjacent to an Air-Oil Cooler.
  • FIG. 1 schematically illustrates a gas turbine engine 20.
  • the gas turbine engine 20 is disclosed herein as a two-spool turbofan that generally incorporates a fan section 22, a compressor section 24, a combustor section 26 and a turbine section 28.
  • Alternative engines might include an augmentor section (not shown) among other systems or features.
  • the fan section 22 drives air along a bypass flowpath while the compressor section 24 drives air along a core flowpath for compression and communication into the combustor section 26 then expansion through the turbine section 28.
  • FIG. 1 schematically illustrates a gas turbine engine 20.
  • the gas turbine engine 20 is disclosed herein as a two-spool turbofan that generally incorporates a fan section 22, a compressor section 24, a combustor section 26 and a turbine section 28.
  • Alternative engines might include an augmentor section (not shown) among other systems or features.
  • the fan section 22 drives air along a bypass flowpath while the compressor section 24 drives air along a core flowpath for compression and communication into the combustor section 26
  • the engine 20 generally includes a low spool 30 and a high spool 32 mounted for rotation about an engine central longitudinal axis A relative to an engine static structure 36 via several bearing systems 38. It should be understood that various bearing systems 38 at various locations may alternatively or additionally be provided.
  • the low spool 30 generally includes an inner shaft 40 that interconnects a fan 42, a low pressure compressor 44 and a low pressure turbine 46.
  • the inner shaft 40 may be connected to the fan 42 directly or through a geared architecture 48 to drive the fan 42 at a lower speed than the low spool 30 which in one disclosed non-limiting embodiment includes a gear reduction ratio of greater than 2.5:1.
  • the high spool 32 includes an outer shaft 50 that interconnects a high pressure compressor 52 and high pressure turbine 54.
  • a combustor 56 is arranged between the high pressure compressor 52 and the high pressure turbine 54.
  • the inner shaft 40 and the outer shaft 50 are concentric and rotate about the engine central longitudinal axis A which is collinear with their longitudinal axes.
  • the core airflow is compressed by the low pressure compressor 44 then the high pressure compressor 52, mixed and burned with fuel in the combustor 56, then expanded over the high pressure turbine 54 and low pressure turbine 46.
  • the turbines 54, 46 rotationally drive the respective low spool 30 and high spool 32 in response to the expansion.
  • the gas turbine engine 20 is mounted to an engine pylon structure 60 within an engine nacelle assembly 62 as is typical of an aircraft designed for subsonic operation.
  • the nacelle assembly 62 generally includes a core nacelle 64 and a fan nacelle 66. It should be appreciated that the core nacelle 64 and the fan nacelle 66 may be of various configuration and may be at least partially integrated adjacent to, for example, an upper bi-fi and a lower bi-fi to define what are often referred to as D-doors.
  • the fan nacelle 66 is at least partially supported relative to the core nacelle 64 by Fan Exit Guide Vanes (FEGVs) 68 which extend between a core case 70 and a fan case 72.
  • FEGVs Fan Exit Guide Vanes
  • the core case 70 and the fan case 72 are structural members that support the respective fan nacelle 66 and core nacelle 64 which define outer aerodynamic surfaces around the core case 70 and the fan case 72.
  • the core case 70 is often referred to as the engine backbone and supports the rotational componentry therein. It should be understood that although a particular component arrangement is disclosed in the illustrated embodiment, various pylon structures, nacelle assemblies and engine case structures will benefit herefrom.
  • An annular bypass flow path 74 is defined between the fan nacelle 66 and the core nacelle 64.
  • the engine 20 generates a high bypass flow arrangement with a bypass ratio in which approximately eighty percent of the airflow which enters the fan nacelle 66 becomes bypass flow.
  • the bypass flow communicates through the generally annular bypass flow path 74 and may be discharged from the engine 10 through a variable area fan nozzle (VAFN) 76 which defines a variable exit area for the bypass flow.
  • VAFN variable area fan nozzle
  • the VAFN 76 is operated to effectively vary the fan nozzle exit area to adjust fan bypass air flow such that the angle of attack or incidence on the fan blades is maintained close to the design incidence for efficient engine operation at other flight conditions, such as landing and takeoff to thus provide optimized engine operation over a range of flight conditions with respect to performance and other operational parameters such as noise levels.
  • the engine 20 includes a thermal system 80 (illustrated schematically) powered by the low spool 30.
  • the thermal system 80 integrates a Thermal Management System (TMS) 82 and an Environmental Control System (ECS) 84 powered by the low spool 30.
  • TMS Thermal Management System
  • ECS Environmental Control System
  • the TMS 82 generally includes a TMS pump 86 such as an axial fan and an air-oil cooler (AOC) 88 which is in fluid communication with an engine lubrication system to cool engine oil.
  • the ECS 84 generally includes an ECS pump 90 such as an impeller within a scroll discharge 91 and an air-air precooler (PC) 92 which operates to cool air for use in the aircraft cabin. The flow passes through the air-oil cooler (AOC) 88 to cool engine oil then through the air-air precooler (PC) 92 to cool the relatively hot ECS air.
  • AOC air-oil cooler
  • the coolers 88, 92 are integrated into one unit 93 to reduce system weight, size, and complexity. It should be appreciated that two or more coolers may be so integrated such that a cooling air flow passes through the air-oil cooler (AOC) 88 and then directly into air-air precooler (PC) 92. Arrangement of the air-oil cooler (AOC) 88 and the air-air precooler (PC) 92 in direct series as a single unit within a common housing 89
  • FIG. 4 provides for a reduction in the overall packaging volume with reduced weight due in part to elimination of separate inlet and exit duct geometries.
  • the sandwich structure also eliminates transition duct length associated with separate coolers and connecting flanges, as well as locates the fin media closer together to further reduce package volume.
  • the decreased packaging volume trades favorably against a relatively small weight increase as the air-air precooler (PC) 92 may be sized somewhat larger than otherwise required to match a rectilinear shape and flow path geometry of the air-oil cooler (AOC) 88. That is, the geometry of the integral unit may result in one of the air-air precooler (PC) 92 or the air-oil cooler (AOC) 88 to be physically oversized.
  • Such an "oversized" relationship advantageous provides overly efficient operation and may somewhat increase weight - yet still less than separate coolers - as a tradeoff for elimination of separate inlet and exit duct geometries of separate coolers.
  • Fan bypass air from a scoop 94 within the bypass flow path 74 is selectively communicated to the TMS pump 86 and the ECS pump 90 through a bypass flow duct 96 within the core nacelle 64 ( Figure 2 ).
  • the scoop 94 and bypass flow duct 96 in the disclosed non-limiting embodiment may be mounted to the core case 70 ( Figure 5 ) independent of the core nacelle 64 such that the core nacelle 64 is readily opened and closed with respect to the core case 70 without the heretofore necessity of a seal structure which may be relatively heavy in weight. That is, the scoop 94 and the bypass flow duct 96 are independent of the core nacelle 64 section commonly referred to as D-doors.
  • Relatively hot bleed air sourced from the low pressure compressor 44 is also selectively communicated to the TMS pump 86 as well as the ECS pump 90 through a compressor flow duct 98.
  • the compressor flow duct 98 communicates bleed air from the low pressure compressor 44. It should be appreciated that various duct and valve arrangements as may be utilized to tap the core case 70 to communicate bleed air from a multiple of circumferential locations around the low pressure compressor 44 for communication into the compressor flow duct 98.
  • the bypass flow duct 96 meets with the compressor flow duct 98 at an intersection 100.
  • a valve 102 is located within the intersection 100 to selectively communicate either fan bypass flow from the bypass flow duct 96 ( Figure 6 ) or bleed flow from the compressor flow duct 98 ( Figure 7 ) to the TMS pump 86 and the ECS pump 90. That is, the valve 102 is movable between a first position ( Figure 6 ) and a second position ( Figure 7 ) to selectively communicate either fan bypass flow or bleed flow.
  • the valve 102 may be operated by an actuator 104 in response to a controller 106, such as a FADEC, to selectively communicate, for example, compressor bleed flow from the compressor flow duct 98 ( Figure 7 ) during an idle condition when fan bypass flow from the bypass flow duct 96 may not provide sufficient mass flow.
  • a controller 106 such as a FADEC
  • various other conditions may be utilized to control the valve 102 which may alternatively or additionally be operated in a variable manner to provide a combined flow of fan bypass flow from the bypass flow duct 96 and bleed flow from the compressor flow duct 98 ( Figure 8 ).
  • the valve 102 may be infinitely variable between the first position ( Figure 6 ) and the second position ( Figure 7 ) to provide a desired percentage of each.
  • the ECS pump 90 may be a centrifugal pump and the TMS pump 86 may be an axial pump.
  • the TMS pump 86 generates, for example, an approximately 1.1:1 - 1.8:1, and preferably 1.4:1, pressure ratio from the relatively low pressure ratio fan bypass flow which is sufficient to provide the relatively coldest airflow into the AOC 88, which may be approximately 200 degrees F.
  • the relatively low pressure ratio fan bypass flow from the bypass flow path 74 is also provided to the ECS pump 90 to elevate the pressure thereof to, for example, an approximately 2:1 - 6:1, and preferably 4:1, pressure ratio at ground idle condition.
  • the pressure increase provided by the ECS pump 90 also inherently increases temperature of the approximately 200 degrees F fan bypass flow to less than 600 degrees F for communication into the air-air precooler (PC) 92.
  • PC air-air precooler
  • the downstream flow from the air-oil cooler (AOC) 88 which may be approximately 300 degrees F, is communicated into the air-air precooler (PC) 92.
  • Discharge from the air-air precooler (PC) 92 which may be less than approximately 600 degrees F, is then ejected into the annular bypass flow path 74 to provide thrust recovery.
  • the relatively lower temperature air flow downstream of the ECS pump 90 which is typically less than approximately 600 degrees F, is passed through the air-air precooler (PC) 92 and is cooled to approximately 400 degrees F for use as aircraft air system ECS air while the relatively higher temperature air discharged from air-air precooler (PC) 92, which may be less than approximately 600 degrees F, is ejected into the annular bypass flow path 74 to provide thrust recovery.
  • An efficient and compact thermal system 80 is thereby provided.
  • the downstream flow from the air-air precooler (PC) 92 may also be utilized to provide pressurized cooling air for a compartment, such as a bearing comparing, for one or more of the bearing systems 38.
  • a compartment such as a bearing comparing, for one or more of the bearing systems 38.
  • Such components are typically toward an aft section of the engine 20 such as the #4 or #4/5 bearing compartments within a mid-turbine frame (illustrated schematically).
  • the cooling air may be pumped to a carbon seal buffer.
  • the cooling air may be readily communicated through external tubing T (illustrated schematically; Figure 3 ) which is external to the core case 70.
  • the turbine T may be internal to the core case 70 or formed by the case structure itself.
  • the fan bypass flow is pumped to sufficient pressure (typically approximately 50psi) and passed through the aircraft precooler (PC) 92 to reduce temperature sufficiently (typically to less than 450F) to be used directly as the bearing compartment cooling air.
  • the precooler (PC) 92 thereby provides sufficiently low temperature air, instead of a dedicated buffer cooler, which may suffer from low inlet driving pressure at off-design conditions.
  • the TMS pump 86 and the ECS pump 90 are driven through the constant speed transmission 110 with a single axial drive shaft 112. That is, the TMS pump 86 and the ECS pump 90 are driven at the same rotational speed along a common axis X by shaft 112.
  • the TMS pump 86 and the ECS pump 90 are driven through the constant speed transmission 110 through separate drive shafts 114, 116 respectively. That is, the drive shafts 114, 116 are parallel and rotate about their own respective axis X1, X2.
  • the high spool 32 may still be utilized to drive a relatively conventional accessory gearbox 120 to power a multiple of accessory components such as, for example, a deoiler (D), a hydraulic pump (HP), a lube pump (LP), an integrated drive generator (IDG), a permanent magnet alternator (PMA), a fuel pump module (FMP), and other accessory components that may alternatively or additionally be provided.
  • accessory components such as, for example, a deoiler (D), a hydraulic pump (HP), a lube pump (LP), an integrated drive generator (IDG), a permanent magnet alternator (PMA), a fuel pump module (FMP), and other accessory components that may alternatively or additionally be provided.
  • Utilization of the low spool 30 driven thermal system 80 increases operating range and decrease packaging volume.
  • Integration of the, air-air precooler (PC) 92 into the common cooling/exit stream of the Air-Oil Cooler (AOC) 88 provides thrust recovery of the air-air precooler (PC) 92 discharge as compared to legacy configurations that dump precooler discharge flow overboard outside the fan bypass duct typically through the pylon fairing "thumbnail" or similar aircraft surface exposed to free stream air which negates thrust recovery benefits.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
EP12188711.1A 2011-10-21 2012-10-16 Système thermique intégré pour un moteur à turbine à gaz Active EP2584168B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US13/278,279 US9080511B2 (en) 2011-10-21 2011-10-21 Integrated thermal system for a gas turbine engine

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EP2584168A2 true EP2584168A2 (fr) 2013-04-24
EP2584168A3 EP2584168A3 (fr) 2016-12-21
EP2584168B1 EP2584168B1 (fr) 2021-07-28

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WO2018026507A1 (fr) * 2016-08-05 2018-02-08 General Electric Company Systèmes de refroidissement d'huile pour moteur à turbine à gaz
CN110906358A (zh) * 2019-11-07 2020-03-24 北京动力机械研究所 一种采用梯度换热材料的空气预冷器
CN111058937A (zh) * 2019-10-30 2020-04-24 北京动力机械研究所 一种膜片式微细管预冷器冷却工质集气装置

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EP3254744A1 (fr) * 2016-06-08 2017-12-13 Hamilton Sundstrand Corporation Système de séparation de particules
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WO2018026507A1 (fr) * 2016-08-05 2018-02-08 General Electric Company Systèmes de refroidissement d'huile pour moteur à turbine à gaz
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CN111058937A (zh) * 2019-10-30 2020-04-24 北京动力机械研究所 一种膜片式微细管预冷器冷却工质集气装置
CN111058937B (zh) * 2019-10-30 2021-04-20 北京动力机械研究所 一种膜片式微细管预冷器冷却工质集气装置
CN110906358A (zh) * 2019-11-07 2020-03-24 北京动力机械研究所 一种采用梯度换热材料的空气预冷器

Also Published As

Publication number Publication date
US9797311B2 (en) 2017-10-24
EP2584168A3 (fr) 2016-12-21
US9080511B2 (en) 2015-07-14
US20150267617A1 (en) 2015-09-24
EP2584168B1 (fr) 2021-07-28
US20130098046A1 (en) 2013-04-25

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